Electrical signaling system



H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM. APPLlCATlON FILED FEB. 21; 1919.

1,343,467. I Patented June 15,1920.

' I 5 SHEETS-SHEET I.

1 v INVENTOR.

' Ive-L971 filgr/ahx BY 2441M A TTORNE Y.

H. D. MURPHY.

ELECTRICAL SlGNALlNG SYSTEM. APPLICATION FILED 3.21, 1919.

1 43,467; Patented June 15, 1920.

. 5 SHEETS-shin 2.

. INVENTOR.

BY 8% 11. A4

ATTORNEY.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB.27,1919.

, Patented June 15, 1920.

5 SHEETS-SHEET 3.

INVEN'TOR.

ATTORNEY.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB. 27. 1919.

1,343,467. Patnted June 15,1920.

' 5 SHEETS-SHEET 4- INVENTOR.

y B W W. )J-L A TTORNE Y.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB.27. 1919.

Patented June 15, 1920.

5 SHEETS-SHEET 5.

fl -52x INVENTOR ATTORNEY UNITED STATES PATENT OFFICE.

HUGH D. IVIURIPIIY, 0F FORT WAYN E, INDIANA.

ELECTRICAL SIGNALING SYSTEM.

provide a means of signaling which is,

simple. efficient, dependable and positive in operation; It is adaptableto 'the various uses above set forth and in the present illustration ofthe invention it is shown as adapted to a railway grade-crossingsignaling system.

In order to warn travelers at a highway grade crossing of a railway ofan approaching train it is desirable that there shall be some signalvisible or audible or both visible and audible which will attract theattention of the traveler to the unsafe condition of the crossing. Thenatural method of attracting the attention of a traveler is by manuallyswinging a signal across the highway, the signal being illuminated fornight use, and an audible signal oftentimes accompanies the swinging ofthe signal. The object of my invention to provide electrical andmechanical means by which a signal arm may be swung across the highwayand an audible alarm given, the devices being automatically set inmotion or controlled by a passing train or railway vehicle.

Another object of the invention is to arrange the electrical circuitsand mechanical parts so that in case of failure in the operation of anypart or circuit the signal will remain in the position of warning ordanger The signal is held innon-operated position by devices normally ina closed electrical circuit and said circuit is normally broken topermit the signal to move to danger or warning position. Hence if saidcircuit is broken in any manner or current for any reason fails to flowthrough it the devices automatically place the signal in the danger orwarning position where it remains until repairs to the circuit orapparatus are made or current again flows through the circuit.

In the accompanying drawings I illustrate Specification of LettersPatent! Pate t d June 15 1-920 0 Application filedlebruary 27', 1919.

Serial No. 279,556.

an embodiment of the invention as applied adaptation -to a single trackrailway; Fig. 3

a plan view of the tripping switch, the cover being removed; 1g. 4 across-section on line 4-4 of Fig, 3; Fig. 5 a plan view of the resettingswitch, the cover being removed and F g. 6 a cross-section on line A-Aof Fig. I

5; Fig. 7 a modified form of actuatin 'lever for the tr pping orresetting switches Fi 8a viewsimilar to that of Fig. 1 illustrating moreclearly the mechanical details of the various features and Fig. 9 a planView of the holding magnet armatures, on line CC of Fig. 8. i

Referring to the drawings, in which similar reference charactersindicate like parts,

and first to the adaptation illustrated in Fig.

1, A indicates one of the railway tracks and B the other track, track A,for example being for east bound traffic and track By being for westbound trafiic. I-I represents the highway crossing. indicates thetripping switch for track A and is installed adjacent one of the railsat a suitable distance .west of the highway. X indicates the resettingswitch for track A and is installed adjacent one of the rails at asuitable point relatively to the highway so as to be operated as orafterthe dangerous condition of the'cr0ss ing is relieved. Both switchesW and X are operated by the wheels of a passing train or railwayvehicle. In like manner Y is the tripping switch for track B and isinstalled ad acentthe track for operation by the passing from eitherdirection. The signal may be made in any suitable or desirable form, butpreferably it carries electric lamps or ing train at .a suitable pointeast of high- I other light giving means by which the signal will beilluminated for night use.

I contemplate supplying electrical current for operating a number ofsignals from a single source, the current being carried by suitable feedwires, or by a single feed wire with ground return.

I railway vehicle.

trical current for operating the signal mechanism upon the operation ofeither of the tripping switches by a passing train or Wire 2 isconnected to the feed wire and to fuse or other circuit breaker 3 andwire 4 is connected to the fuse and to contact 5 of switch Contact 5" ofthe switch is connected by wires 7, 8 and l 9 to magnet yoke 10 ofholding magnet 11. Bar 6 normally closes the circuit between 1 contacts5 and 5 and is adapted to be disconnected therefrom by a passing tralnor ture 14. Armature 14 is loosely supported vehicle which operation ofthe switch also connects bar 12 to contacts 12 and 12, contact 12 beingconnected to ground at 12 and contact 12 being connected to wire 8.Shaft 10 is revolubly supported by yoke 10 and rigidly carries hook 13and armaon the shaft and has movement thereon independently ofarmature14 and in a recess formed within the latter armature.

Both armatures 14 and 14 are attracted by holding magnet 11 when thelatter is energized. They may be formed in one piece but I prefer themto be separate in order I that the action of armature 15 rigidly securedto armature 14 shall be rapid.

l flexible-bonding conductor 10 (Fig. 9) is- 3 secured to armature 15and to yoke 10.

Hook 13 is adapted to engage arm 16 pivoted to arm 17 of weight 18, arm.16

end. A similar arm 16" is also pivoted to having a counter-balance 16 atits opposite arm 17 and is adapted to be engaged by nal so that whenhooks 13 and 24 are rehook 24 rigidly secured to shaft 21 revolublymounted in yoke 22 of holding magnet 23. Arm 19 of weight 18 is rigidlysecured to hub 20* of signal S, the hub being revolubly mounted on shaft20 pro- VVeight 18 overbalances the sig leased, or either of them isreleased. the

weight will descend and cause the signal to f rise to danger or warningposltion.

Holding magnet 23 is controlled by tripping switch Y and it is adaptedto attract armatures .25 and 25, armature 25 being rigidly secured toshaft 21 and armature 25 being loosely supported on said shaft andrigidly connectedto armature26 and adapted to operate in a recess formedwithin armature 25 independently of the latter armature for rapidity ofmovement of armature 26. Armature 26 is connected to yoke 22 by aflexible bonding conductor 22* (Fig. 9). Wire 65 is connected to magnet52, the latter wire being connected to contact 62 of tripping switch Y,contact 62' of said switch being connected by wire 63 to fuse or othercircuit breaker 63 and the fuse having a connection to feed wire 1. Bar62 normally closes the circuit between contacts 62 and 62 Contact 62 ofswitch Y is connected to ground at 66 and contact 62 is connectedto wire52. Bar 62 is adapted to close the circuit between contacts 62 and 62when the switch is operated by a passing train or railway vehicle.

Holding magnet 11 is connected by wire 27 to contact lug 28 and toholding magnet 23 by wire 29, wire 30 being connected to wire 29 and tobinding post 31 grounded at 31. Wire 35 is connected to holding coil 23and to contact lug 36. Contact lugs 28 and 28 are adapted to be abuttedby armature 15 and contact lugs 36and 36 are adapted to be abutted byarmature 26. Contact lugs 28 and 36 are connected to wire I 38 connectedto winding 33? of magnet 34, said winding being connected to wire 68connected to switch 67, wire 64 being connected to contact 67 of saidswitch and to *fuse 69, the fuse being connected by wire 70 to feed wire1.

Wire 41 is connected to binding post 31 59 is connected to ,contact 56of switch P and to ground at 60. Wire 55 is also connected to contact 73adapted to be abutted by contact 72 on armature 72 piv'otally supportedon yoke 33 of magnet 34, the yoke being connected by wire 71 to wire 68.Contact 73 is connected by wire 74 to winding 33 of magnet 34.

Spring 44 is connected at one end to switch arm 44 and at its other endtolug 2O projecting from hub 20 of signal S and is adapted to move theswitch arm 44 away from and to contact 44 as signal S descends or rises.

Arm 57 is adapted to close the circuit be tween contacts 56 and 56 ofswitch P, said arm being carried by bar 57, pivotally su'p ported at 57to the housing. Link 57 is connected to pivot 57 and is also pivotallyconnected to link 57. Spring 57 is connected at .one end to the lowerend of link 57 and at its other end to substantially the center of bar57 The opposite end of link 57 is pivotallyconnected to a Y member 57pivoted to the housing at 57 Bar 57 is also pivoted at 57.and carriesarm 57 adapted to close the circuit between contact 57 and terminal 57Spring 57 is connected to substantially the center of bar 57 and to theY member. Terminal 57 and contact .57 are connected by wires 61 and 61*to lamps t and t in signal S (Fig. 8) through which electrical currentis supplied to the lamps to illuminate the signaled by a laterallyprojecting pin on arm 17,

preferably the projecting end' of the'pivot 16 of arms 16 and 17. Thedownward movement of the pin as weight 18 descends, when released fromhooks 13 and 24, engages the Y member and rotates it downwardly on itspivot to move link 57 downwardly and cause springs 57 and 57 to closeswitches P and Q, the springs opening the switches as the pin rotatesthe Y member in the opposite direction as weight 18 in its ascentelevates the pin. Any form of controlling switches and their arrangementand means of operation will suffice, switches P and Q, and arrangementand mode of operation being illustrative only.

Resetting magnet 39 is connected by wires 45 and 47 to contacts 46 and46 of resetting switch X, wire 47 being connected also to. wires 8 and9. Contact 46 of switch X is connected to ground and contact 46 isconnected by wire 51 to wire 45. Bar 46 normally closes the circuitbetween contacts 46 and 46 and bar 46 is adapted to close the circuitbetween contacts 46 and 46 when the switch is operated by a passingtrain. Resetting magnet 39 is, therefore, normally maintainedinoperative by a shunt circuit controlled by the resetting switch X andcomprising wire'45, contact 46, bar 46 contact 46 and wire'47 to wire 8.

Resetting magnet 40 is connected by wires 48 and 49 to contacts50 and50of resetting switch Z, switchbar 50 normally closing the circuitbetween said contacts to form a shuntcircuit for the magnet 40 similarlyto the shunt circuit for magnet 39 and for a. similar purpose. Contact50 of switch Z is connected to ground and contact 50 is connected bywire 53 to wire 49. Switch bar 50 is adapted to close the circuitbetween contacts 50 and 50 when the switch is operated by a passingtrain or vehicle.

Binding post 31 is connected'by wire 32 .to winding 33 of magnet 34 andwire 74 is connected to said winding and to contact 73. A small portionof the electrical current supplied to contact 73 by the circuitincluding feed wire 1, wire 70, fuse 69, wire 64, switch 67, wires 68and 71,magnet yoke 33, armature 72 and contact 73 is permitted to flowthrough wire 74, winding 33 of magnet 34 and wire 32. to ground at thebinding post; thereby energizing said magnet and maintaining armature 72in engagement with contact 73. If for any reason the feeder current'iscut off or interrupted magnet winding 33 will be denergized releasingarmature 72 which breaks the circuit to the solenoid at contact'73 andalso the circuit to the bell or audible signal 59. Armature 72 willremain in said disconnected position until one of the tripping switchesis operated by an approaching train, at which time it will be reset bymagnet 34, provided the feeder current has resumed its flow, and signalSwill also remain in the position of danger and the audible signal willremain silent. WVhen, for

example,-trip switch Y is operated, assuming that feeder current isagain flowing, armature 26 still being unlocked and engaging contact36*, the operation of the switch grounds it at 66. This causes currentto flow from feed wire 1 through wire70, fuse 69, wire 64, switch 67,wire 68, winding 33, wires 38 and 37, contact 36 armature 26, yoke 22,wires 65 and 52, contact 62, bar 62 and contact 62 to ground at 66.Winding 33 is therefore energized to attract armature 72 and cause it toconnect to contact 73 whereupon current: flows from wire 68 through wire71, yoke '33, armature 72, contact 73, wire 74, winding 33 of magnet 34and wire 32 to ground at binding post 31, current also flowing throughwire 55 to the bell or other audible signal 59. The current flowingthrough winding 3 3 reenergizes the same and locks armature 72 oncontact 73, and the entire mechanism is again operative.

Switch 67, opposed by spring 67, is intended to be used to break thecircuit in case repairs are necessary to any part of the mechanism, orin case it is desired to cut-out the bell and the swinging of the Sig-105 nal independently of the track switches, as for example, when atrain has come to a stop at the crossing and it is desired to standthere for some time. The' operator merely opens the switch, the springauto- 110 matically returning it to closed position.

-The opening of the switch momentarily breaks the circuit at contact 67thereby causing-magnet 34 to deenergize and release armature 72 to breakthe circuits to the signal reciprocating or oscillating'meclianism andto the audible signal.

In operation, and assuming the various switches and mechanisms in thepositions shown in Fig. 1, and a train approaching the highway on trackA. When the train reaches tripping switch W the front wheel on the firstvehicle operates the switch, disconnecting bar 6 and connecting bar 12to contacts 12 and 12. The circuit to holding magnet 11 is therebybroken at contacts 5 and 5 the magnet is deenergized and armatures 1.4and 14 'descend by gravity to rotate shaft 1O andcause hook 13to-disengage from head arm 16and armature 15 to connect to contact stud28. Since head arms 16 and 16 are pivotally connected to arm 17 ofweight 18 arm 16 readily slips off hook 24 under the influence of theweight which now descends to elevate signal S. As the signal rises itcauses switch 44 to close and the descending head arms or the pin on arm17 heretofore described rotates Y member -57 'to cause controllingswitches P and Q 10- -contact stud 28 grounds at 12 the circuit fromfe'ed wire 1, through. wire 70,- fuse 69, 1 switch 67, wire 68, winding33, wire 38, contact stud 28 armature 15, yoke 10,'w1res 9 to close. Thecontact of armature 15 and and 8 and bar 12 and a shunt circuit fromcontacts 12, bar 12", contact 12 to ground at 12 is thereforeestablished so that no stray current may enter the holding magnet 11.

h'en the signal causes switch 44 to close on contact 44- current flowsfrom feed wire 1 through wire 70, fuse 69, switch 67, wire 68, wire 71,magnet yoke 33, armature 72,

contact 7 3, wire to the bell and through that the weigh is again freeto descend to elevate the signal and the operation is repeated over andover again until the train meets and operates resetting switch X.

' Lighting current for the lamps in the signal being supplied at contact57 and terminal 57 the closing of switch Q, by the rotation of the Ymember caused by the descent of weight 18, causes said current toilluminate the lamps and the signal at each descent'of the weight, thelamps being extinguished at each ascent of the weight. The swinging ofthe signal arm and the intermittent illumination of the lamps and theintermittent ringing of the bell necessarily attract the attention ofthe traveler on the highway.

When the front wheel of the first vehicle meets and operates resettingswitch X arm .50

46 is disconnected from contacts 46 and 46 and bar 46 is connected tocontacts 46 and 46 so that switch X is now grounded. Current now. flowsfrom feed wire 1, through fuse 3, switch WV, wires 7, 8 and 47,resetting magnet 39, wires 45 and 51, bar 46 to ground. The currenttherefore energizes magnet39 and armature 15 is attracted toquicklydisengage from contact lug 28 and engage contact lug 28. Current thenflows from feed wire 1, through fuse3 switch W, wires 7, 8 and 9, yoke10, contact lug 28, wire 27, holding magnet 11, wires 29 and 30 toground at binding post 31, and energizes the holding magnet to attractarmature 14 and move hook 13 into position to engage head arm 16. Uponthe next ascent. of

weight 18 both head arms 16 and 16 strike hooks 13 and 24 respectively,and since the arms are pivoted independently they are depressed by thehooks and their extremities pass above the engaging ends of the hooks.lVh'en the weight again descends the eX- tremities of arms 16 an'd16'engage the said ends of the hooks respectively and since the weightedends of the arms abut and prevent all upward movement of the outer endsof the arms the hooks prevent farther downward movement of said arms andretain and support the weight, the signal being now in the down orsafety position, in which position it will remain as long as holdingmagnets 11 and 23 continue to be energized.

f a train is approaching on track Bthe functions of switch Y, holdingmagnet 23, hook 24, switch Z and resetting magnet 40 and the othercircuits and devices common to both tracks are performed in exactlysimilar manner to that just described, and it is therefore unnecessaryto repeat them. In

the event a train isapproaching the highway.

on each track the signal will be operated by each without interferencebythe other and it will remain in operation until both resettingswitcheshave been operated and both resetting magnets energized.

in case no current is flowing in feed wire 1 holding magnets 11 and 23will be denergized and weight 18 will descend to elevate the signal Sto. the danger or warning position, the bell will'be silent but thelamps in the signal will be illuminated in the event an independentlighting current is supplied for the illumination of the lamps. If thecurrent resumes its flow prior to the operation of a tripping switch thenormal operation of the signal and bell will be resumed. The shuntcircuits provided for the holding magnets and the resetting magnetsprevent any stray current in the circuit operating any of those magnetshence none of them will be energized until it is desired that it shallbe energized.

In the case of a slngle track, illustrated in i Fig. 2, one holdingmagnet 11, one resetting magnet 39 and one resetting switch X arenecessary only. In other respects the devices and circuit connectionstherefor to operate the signal and the bell andilluminate the lampsinthe signal are identicalto those previously. described. A single book 13is used and one head arm 16 is pivoted to arm 17 of the weight. A stop17 on arm 17 limits the upward movement of arm 16. The tripping switchesW and Y are connected in series in the following circuit: from feed wire1 through fuse 63*, wire 63, contact 62, bar 62, contact 62 wire 75,contact 5, bar 6, contact 5, wires 8 and 9, yoke 10, armature 15,contact stud 28, wire 27, holding magnet 11 and wire 30* to ground thatthere shall be means at each tripping switch for neutralizing the effectof the operation of said switch by a train which has passed the highwaycrossing otherwise a passing train would operate the tripping switch onthe opposite side of the crossing and there would be nothing to resetthe mechanism and. stop the operation of the signal arm. In Fig. 2 Ihave shown one means of neutralizing the operation. of each trippingswitch so that after the resetting switch has been operated by a passingtrain the subsequent operation of the tripping switch on the far side ofthe highway crossing will have no effect on the signal operat-f 111gmechanism. I install ad acent switches V and Y switches M and Nrespectively. Contact 77 of switch M being connected by wire 12 tocontact 12 of switch \V, contact 77 being connected by wire 77 to wire8, contact 77 to wire 75 by wire 77, and con tact 77 connected toground. Bar 77 n0rmally connects contacts 7? and 77 so that contactlQ ofswitch is normally grounded at contact 77, and bar 77 is adapted by theoperation of the switch to connect contacts 77 and 77". Similarlycontact 76 of switch N is connected to (32 of switch Y by wire 62",contact 76 is grounded, contact 76 is connected by wire 62 to wire'63,contact 76 is connected by wire 62 to wire 75, bar 76 normally connectscontacts '76 and '76 so that contact 62 of switch Y is nor mallygrounded at contact 76 and bar 76 is adapted to connect contacts 76 and76 when switch N is operated. A. train approaching switch W from theright in Fig. 2, will. first operate switch M to break the groundconnection and connect wires 8 and 75 to contacts 77* and 77 so thatcurrent will flow from feed wire 1 through switch Y. wire '75, bar 77",wires 8 and 9, yoke 10, armature 15, contact stud 28, through theholding magnetto ground at binding'post 31. The train then operatesswitch to open the circuit at contacts 5 and 5 and closing bar 12 oncontacts 12 and 12*; but

the opening of the circuitby switch .V has no effect on the holdingmagnet since switch M has closed the said circuit, and as switch M isslower in its return to normal position than switch 7, as hereafterexplained. switch in will maintain the closure of said circuit untilswitch W has returned to normal position following the passage of thelast wheel of the vehicle or train. Switches N and Y operate in similarmanner.

control a holding magnetl Resetting switch X is in a normally opencircuit extending from wire 8', through magnet 39, wires 45' and 51 tocontact 46, bar 4E6 being adapted to be connected to contacts 46 and 46by the operation of the switch for closing the said circuit and causingcurrent to flow from feed wire v 1, through switches Y' and W, wire 8,resetting magnet 39 and wires 45 and 51 to ground at.

contact a6 and thereby energize the resetting magnet to attract armature15and close the circuit through holding magnet 11.

Any suitable means for counteracting the effect of the operation of thetripping switches after a passing train has passed the highway willsufiice, the switches M' and N being illustrative only of one suchmeans.

In both adaptations of the im'entiOn illustrated in Figs. 1 and 2, iffor any reason whatever current fails to flow through the holding magnetonly the signal is'immediately released and will be moved up and down,the 'audiblesignal sounded and the signal will be illuminatedintermittently as before described until a resetting switchis operatedto close the circuit to. the holding magnet. Any stray current in anycircuit will not affect either the holding magnets or the resettingmagnets when the hold ing magnet has been de'e'nergized by the failureof current or by the operation of atripping switch. Hence the signalwill} at r all times indicate danger unless a holding magnet isenergized by electrical current flowing from the feed wire.

In Figs. 3 and 4 I illustrate a form of.

tripping switch which iswell adapted to It consists of housing or box Badapted to be installed adjacent a rail R of the track, the cover Bbeing removably secured to the boX. Shaft 80 is revolubly supported inpackin 80 and-80 in threaded engagement with the wall of box B and boss80, the opposite end of the shaft being revolubly supported by bearingpost 80. One end of the shaft projects exteriorly of the box and one endof lever 81 is rigidly secured to the projecting end of the shaft. Thelever extends toward rail R, its free end rigidly supporting bearing pinS2and the pin rigidly supporting the free end of lever 83 rigidlysecured to the projecting end of shaft 84. Roller- 82 is revolublysupported on bearing pin 82 and is adapted to be engaged by the wheelsof a train or vehicle on rail R, the engagement of the same depressingthe rollerand levers to cause shafts 80 and 84 to rock clock-'" wise(Fig. 4).- Shaft '84 is revolubly sup-' tion of dash cup'86, the lowerportion of said cu bein ivoted on lu 86" ro'ectingupwa i'dly fi'o in thebottorff of b bx B. WVhen lever 81 is depressed to rock shaft 80 weight85 rises, the dash cup serving to cushion the return movement of theweight to avoid shock and also to control the return movement of theweight when pressure on the lever is released. The dash-cup is designedto produce the required control of the descending movement of theweight, especially to control the time consumed in the said descent.

A curved lever 87 is rigidly secured to shaft 84 and spring 87 issecured at one end to the free end of the lever and at its other end thespring is secured to bar 87 b rigidly held between the arms of U-shapedmember 88, thelatter member being pivoted at the extremities of its armsto posts 88* and 88 fixed in the box. A head 88 is secured to thecentral portion of the U-shaped member and connecting bars 89 and 90 arehinged to the upper and lower faces ofthe head respectively butelectrically insulated therefrom. A block 91 of insulating material issecured to lug 91 projecting from a wall of the box and its opposite endis secured to an extension formed on bearing post 84 Contacts 92 and 93are carried by block 91 and are adapted to be engaged by connecting bar89 in the normal unoperated position of the switch. A second insulatingblock 91 is suitably secured below connecting bar 90 and carriescontacts 94 and 95 which are adapted to be engaged by bar 90 when theswitch is operated.

Conduit 96 is connected to the box at a suitable point through which theelectrical conductors 96 and 96 are admitted into the box, conductor 96being connected to contact 92 and conductor 96 being connected tocontact 93, the latter contact being connected by a suitable conductorto contact 94 and contact 95 being connected by a wire 95 to bindingpost 95 on the wall of the box, the boxbeing grounded to rail B. Anysuitable manner of grounding contact 95 will suffice.-

Comparing Figs. '3 and 4 with switch W of Fig. 1, for example, contact92 corresponds to contact 5 of Fig. 1; contact 93 to contact 5; bar 89tobar 6; contact 94 to contact 12 and contact '95 to'contact 12 and bar 90to bar 12. r V

The operation of the switch is apparent,

but briefly stated when a wheel of a train "meets .roller '82 'itdepresses the roller and the levers causing shafts and 84"to rockclockwise and elevate the weight and lower lever 87. As'lever 87descendsit pulls on spring 87 and as the line of action of the springpasses'the pivotal axis of U-shaped member 88 the member will be drawndown- I wardlyby the spring carrying with ithead 88 and connecting bars89 and 90. Bar 89 is, therefore, disconnected from contacts 92 and 93and bar is connected to contacts 94 and 95. The release of thedepressing pressure on lever 81 permits the weight to descend under thecontrol of the dash-cup and lever 87 rises to disconnect bar 90 fromcontacts 94 and 95 and connect bar 89 to contacts 92 and 93- as before.Ordinarily the several wheels of a train operate the levers incomparatively quick succession, but unnecessary pounding of the rollerand other parts of the switch is avoided by the dashcup.

In Figs. 5 and 6 I illustrate a form of resetting switch adapted for usein my signaling system. The box B is adapted to be installed adjacentrail R of the track, the.

cover being removable as in Fig. 4 and hav ing a -water tight joint jsimilar to the 104 is revolubly mounted, the roller being adjacent therail so that the wheels of a passing train or vehicle will abut anddepress it and cause the lever to rock shaft 102 clockwise (Fig. 6). Arm101 is secured to the shaft and carries, preferably integrallytherewith, weight 101, the arm being curved downwardly and rearwardlyfrom the shaft. A lug 105 projects upwardly from the top of the weightand one end ofspring 106 is connected to the lug. the opposite end ofthe spring being secured to bar 112 rigidly carried by U-shaped member113'pivotally connected to posts 114 and 114-, the U-shaped membercarrying head 115 to the top and bottom faces of which connecting bars117 and 116 are hinged respectively. Bar 116 normally engages contacts118 .and 1 19 car-. ried by insulating block 130 supported by lugs 131on the walls of the box and bar 117 is adapted to engage contacts 120and 121 carried by insulating block 122. r

The upper section of dash cup 107 is pivotally supported by lug 109- andthe lower section is pivotally connected to weight 101. Conduit 123admits electrical conductors 124 and 125, conductor 124 being connectedto contact 118 and conductor 125 being con- 113. head115 and connectingbars 116 and 117 to elevate, bar 116 disconnecting from its normalengagement with contacts 118 and 119, and bar 117 connecting to contacts120 and 121. Conductors 124 and 125 are also connected to a resettingmagnet (Figs. 1 or 2), and correspond to conductors 45 and 47 or 48 and49 of Fig. 1. Since connecting bar 116 normally engages contacts 118 and119, if any of the various parts or electrical circuits of the switch orsystem are broken the bar will not be disturbed but will maintain theshunt circuit for the resetting magnet heretofore described, and the.

5 and 5, Fig; 1) and cause the holding magav net to be deenergized toset the signal in the danger or warning posltion. It is apparent that bymy system any failure of electrical current to flow in all the circuitsor the breakage of any of the switches, except the resetting switchmechanism, will cause the signal to assume automatically the dangerposition, and that when the current does fail its resumption of flowwill not cause the signal to drop to safety position unless a trippingswitch and a resetting switch are operated. Hence the system is positiveand all parts and circuits must be i in working order to ,cause thesignal to indicate a safe crossing.

Fig. 7 is a modified form of actuating lever for either the tripping orresetting switch in which the lever is operative in only one direction.The mechanical cut-out'devic'e will be substituted for the tread orroller 82 or roller 104 of Figs. 3 and 5 respectively. Referring to Fig.7, U represents the U-shaped bar or lever connected to the shafts 80 and84 Fig. 3 or to shaft 102 Fig. 5, a lug or pin P projecting laterallyfrom the side of the bar facing rail R. Rocker arm R is pivoted at S" tothe bar U its lower end W being weighted to hold the arm in verticalposition normally. Theupper end arm R carries roller 0 which is adaptedto be abutted by the wheel of a passing train for rocking the arm onpivot S. When the wheel of a train abuts roller 0 on the right side,(Fig. 7), arm R is rocked to the left and abuts pin P. The continuedmovement of the arm by. the wheel depresses bar U and operates theswitch mechanism. When a wheel abuts the roller on its left side (Fig.7) the arm is rocked to the right to a horizontal position but withfirstnamed electric circuit to the out depressing the bar U, there being nopin P on the portion of the bar to the right of pivot S. r

' Various modifications in the construction and arrangement of the partsand electrical circuits will be obvious to those skilled in the art.Various means may be adopted for conveyingelectrical current from thefeed wire to the tripping switches and to the signal mechanism; but Ibelieve all such modifications will be within the scope of my invention.1

)Vhat I claim is:

1. In an electric signaling system, means to hold the signal innon-operated position, an electro-magnet to control the said means andbeing in a normally closed circuit, a switch to control theelectro-magnet, a shunt circuit for the electro-magnet controlled bysaid switch, the deenergizing of the electromagnet releasing the holdingmeans to permit the signal to automatically move to operated position,an electro-magnet adapt ed to reset the holding means and being'in anormally shunted circuit, and a switch to control the latterelectro-magnet and said shunt circuit.

2. In an electric signaling system, asignal, mechanism to hold thesignal in nonoperated position, anelectro-magnet adapted when energizedto retain the holding mechanism inengagement with the signal, anelectrical circuit for the electro-magnet, a switch normally closing thesaid. circuit and adapted when operated to break the said circuit andtoestablish a shunt circuit for the electro-magnet, for deenergizing theelectro-magnet, an electro-magnet in a normally open circuit adapted toreestablishfithe rst named electro-magnet for resetting the holdingmechanism, a shunt circuit for said resetting electro-magnet and aswitch to control the latter electro-ma'gnet and itsshun't circuit, thesignal being adapted to'move to operated position automatically upon thecessation of flow of electrical current to the first namedelectro-magnet.

In an electric signaling system, a signal, electrically actuated meansto hold the signal in nonsoperated position, theusaid means beingadapted to release thesignal whenever electrical current fails to flowto the same whereupon the signal .moves to 0perated position,electrically actuated means to reset the holding means, a switch tocontrol the same, and a switch to control the first named electricallyactuated means comprising a pair of contacts in circuit between thefirst named electro-magnet and a source of electrical energy, acontacting member adapted to complete the said circuit between storesaid engagement after the operation of 'nected to said contacting memberthat the breakage of any part of the said connections causesthe saidcontactingmember to break its engagement with said contacts,

4. In an electric signaling system the com bination with a signal andelectrically actuated means to hold it in non-operated position, of atripping switch adapted to break the flow of electrical current to saidmeans and comprising a contacting element, two contacts adapted to benormally engaged by said contacting element for normally closing theelectrical circuit to said means, a weight, means connecting the weightand contacting member and adapted by the operation of the switch tobreak the normal engagement of the contacting member and said contactsthe said weight tending to maintain said normal engagement, the saidconnecting means be ing so arranged that should any part of'it breakthecontacting member will automatie cally break its connection with saidcontacts.

'5. In an electric signalingsystem the combination with a signal andelectrically actuated means to hold it in non-operated ,posi tion, oi anelectrical circuit for said means and a tripping switch in said circuitadapted by its operation to open said circuit and comprising twocontacts in said circuit, a contacting element to close the circuit between said contacts, a rock shaft having a connection to the contactingelement and adapted by its rotation to break the engage ment of thecontacting element and said contacts, means to rotate the rock shaft,and means having a connection to the rock shaft and adapted to normallyengage the contact: ing element on said contacts, the connectionsbetween said latter means and said contacting element being such that incase-of breakage of any part thereof the said contacting elementautomatically breaks its engagement with said contacts. i

6. In an electricsignaling system the combination with a signal andelectrically actuated means to hold it in non-operated position, of anelectrical circuit for said means and a tripping switch in said circuitadapted by its operation to open said circuit and comprising twocontacts, a contacting element adapted to engage the contacts to closesaid circuit between said contacts, a pivotally mounted support for thecontacting element, a rock shaft having a connection to the support, a,second rock shaft having a connection to the first named rock shaft, a

weight secured to the second rock shaft, and

adapted normally to cause the contacting element to engage the contacts,the several means, a resetting meansin the latter'circuit normallyopening the same and adapted to close it; a shunt circuit for theresetting means comprising twocontacts in saidcir cuit, a contactingelement normally engaging the contacts by which the said circuit isclosed and means havinga'connection to the contacting element adapted todisconnect it from said contacts, the said connecting parts being soarrangedthat in the event of breakage of any of the same the saidcontacting element remains incontact with said contacts.

8. In an electric signaling system, a signal, and electrically actuatedmeans for holding the signal innon-operated position, a normally closedcircuit for said means, a trippingswitch in said circuit adapted to openthe same for deenergizing the holding means andkpermitting' the signalto move to operated position, electrically actuated means to cause thesignal to oscillate when released, means to illuminate the signal, anaudiblesignal, means to control the illumination of the signal and theaudible signal and means to cut out the operation of the audible signaland the oscillation of the signal controlled by an .electroemagnethaving holding and resetting windings thereon, the resetting of said cutout mechanism being controlled by said tripping switch.

In witness whereof I have hereunto vset my hand this 18th day ofFebruary, 1919.

HUGH n; MURPHY.

